JP2000188802A - Charge control apparatus of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To change a charge control method according to the running state of a vehicle, in a hybrid vehicle which has an engine and a motor generator linked with the engine, generates power by driving the motor generator with the engine, and charges a battery. SOLUTION: This charge control equipment is provided with a navigation system 9 and an ECU 8, which analyzes traffic information concerning the running route in navigation running and estimates power which a battery 6 consumes and regenerative power to the battery 6. On the basis of the estimation, quick charging, in which power is generated with a motor generator 2 by controlling an engine 1 or effective charging which controls the engine 1 and the motor generator 2 and charging is performed effectively, is selected.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a charge control device for a hybrid vehicle, and more particularly, to control of battery charge by engine output during vehicle running.

[0002]

2. Description of the Related Art In recent years, a motor other than an engine has been used as a power source other than an engine for the purpose of saving petroleum fuel for driving the engine, reducing noise of the engine, and reducing exhaust gas generated by combustion of the petroleum fuel. Vehicles equipped with a generator have been proposed.

[0003] The motor generator used in this vehicle functions as a motor to generate a motor torque by electric power from a battery, and assists the engine torque during starting and acceleration of the vehicle. Also, by functioning as a generator, it generates power by engine torque and charges the battery. Further, at the time of vehicle deceleration, regenerative charging is performed using torque input from wheels through a transmission.

For example, Japanese Patent Application Laid-Open No. 9-209790 discloses that an engine is connected to an input shaft of a transmission, a motor generator is connected, and an engine and a motor are controlled based on a vehicle speed, an accelerator opening, or a charged amount of a battery. Techniques for controlling a generator are disclosed.

[0005]

However, since the conventional hybrid vehicle is charged during traveling while aiming for quick charging, rapid charging for increasing the engine output and generating electric power with a motor generator has been performed. . In this rapid charging, when the downhill road continues for a long time, the battery is fully charged, and the regenerative electric power that can be originally used may not be obtained, and there is a problem in energy efficiency. On the other hand, efficient charging in which charging efficiency is increased by controlling engine torque, motor torque, etc. is desirable from the viewpoint of energy efficiency, but since charging speed is relatively slow, under running conditions that consume a large amount of power such as traffic congestion, There was also a risk that the charging was insufficient and the motor could not run sufficiently.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to provide a charging control device capable of improving energy efficiency and fuel efficiency by switching a charging mode according to running conditions. It is in.

[0007]

In order to achieve the above object, a first aspect of the present invention has an engine and a motor generator connected to the engine. A charging control device for a hybrid vehicle that performs charging of a vehicle, comprising: an information receiving unit that receives information about a planned traveling road; and analyzing information about the planned traveling road to predict power consumed by a battery and regenerative power to the battery. Analyzing means for changing a charging method according to the predicted power consumption and the regenerative power of the battery.

A second aspect of the present invention is a charge control device for a hybrid vehicle having an engine and a motor generator connected to the engine, wherein the engine drives the motor generator to generate power and charge a battery. An assist means for torque assisted by a motor to enhance the power performance, and at least one of a selection operation means for enabling the occupant to selectively operate the power performance or a detection means for detecting a demand for the occupant's power performance based on an accelerator operation, It is characterized in that the charging method is changed according to the demand for power performance.

Here, the selection operation means for selecting and operating the power performance may be a switching means for a traveling mode in which acceleration during traveling is emphasized. The request for the power performance of the occupant based on the accelerator operation may be determined at a frequency at which the rate of change of the throttle opening exceeds a predetermined value.

According to a third aspect of the present invention, there is provided a charge control device for a hybrid vehicle according to the first or second aspect, wherein the quick charge means controls an engine and generates electric power by a motor generator, and controls the engine and the motor generator. And an efficient charging means for efficiently charging the battery.

[0011]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram showing a configuration of a hybrid vehicle according to the present embodiment. The output shaft of the engine 1 is connected to the motor generator 2, the output shaft of the motor generator 2 is connected to the torque converter 3, and the output shaft of the torque converter 3 is connected to the automatic transmission 4. That is, the power of the engine 1 and the power of the motor generator 2 can be output to the automatic transmission 4 via the torque converter 3. The above configuration is given as an example, and the present invention is applicable to other configurations.

The engine 1 is a device that outputs power by burning fuel, and includes an engine that burns gas fuel such as liquefied petroleum gas or natural gas in addition to a gasoline engine or a diesel engine. The motor generator 2 has both a motor function of converting electric energy into kinetic energy such as rotational motion and outputting the same, and a power generation function of converting transmitted power energy into electric energy. The torque converter 3 transmits the torque of the driving member to the driven member by fluid, and includes, for example, a hub (not shown) integrated with a front cover integrated with a pump impeller and a turbine liner, and a lock-up clutch.
The automatic transmission 4 is a device that includes a gear transmission unit and a hydraulic control unit and is capable of automatically and appropriately changing the ratio (speed ratio) between the input rotation speed and the output rotation speed. There is a continuously variable transmission and the like that can continuously change the transmission and the gear ratio.

A battery 6 is connected to the motor generator 2 via an inverter 5 as shown in FIG. Inverter 5 is configured to control the current and frequency for motor generator 2 and to control the current when power is generated by motor generator 2. A controller 7 is provided to perform these controls. The controller 7 is configured to control the inverter 5 and the battery 6 according to, for example, a start request, a start request, and a braking request of the engine 1.

When the vehicle starts or travels at a low speed, the motor generator 2 functions as a motor and travels with a motor output. During normal running, the engine 1 is started and running with engine output. When the load is high such as on an uphill road, the motor generator 2 functions as a motor in addition to the engine 1, and the vehicle runs from both power sources. At the time of vehicle deceleration or braking, the motor generator 2 functions as a generator to regenerate electric power.
When the SOC (charge state) of the battery further decreases, the output of the engine 1 is increased, and the engine output is converted into electric power by the motor generator 2 to charge the battery 6.

The engine 1, the motor generator 2, the torque converter 3, the automatic transmission 4, the battery 6, etc. are provided with various sensors, and detection signals from the sensors are sent to the ECU 8. The ECU 8 is configured by a microcomputer and sends a control signal to the engine 1 and the like, and determines a slip ratio of the torque converter 3 and a gear ratio of the automatic transmission based on detection signals such as a vehicle speed signal, an accelerator opening signal, and an SOC signal. Control.

Further, the ECU 8 is connected to a navigation system 9 which is information receiving means for receiving information on the planned road. Here, the information receiving means is not limited to the navigation system 9 but may be any means capable of receiving information relating to the planned traveling road, such as an input means by which the driver himself / herself inputs a traveling route plan, or a current traveling route recorded from the past traveling route. It may be an analysis means for analyzing the traveling route or a means for receiving traffic information or the like. The information referred to here includes terrain information, traffic information, construction information, and the like of the planned traveling road.
The navigation system 9 includes, for example, a display device, an input device, a communication control unit, a route search unit, a map database, and a travel data recording unit. The ECU 8 analyzes traffic information and the like on the planned traveling road in the navigation system 9 and predicts power consumed by the battery and regenerative power to the battery. Further analysis results and SO
Based on C, the required charging speed is calculated, and a control command is issued from the ECU 8 to the engine 1 or the like in accordance with the selected charging mode in which the charging mode is determined from the determined required charging speed.

The principle of charge control will be described with reference to the processing flowchart of the charge control device in this embodiment shown in FIG. First, the ECU 8 processes input signals from various sensors (for example, from a shift lever position sensor, a vehicle speed sensor, an accelerator opening sensor, etc.) (S20). Subsequently, it is determined whether or not the SOC of the battery has reached a predetermined amount L% or less. This determination can be made based on the SOC detection signal from the controller (S30). When the SOC is equal to or less than the predetermined amount L%, it is determined that charging is necessary, and the process proceeds to step 40. At this time, if the SOC exceeds the predetermined amount L%, it is determined that charging is not necessary (S110), and the process returns to the start (S12).
0).

If charging is necessary, it is then determined whether or not the vehicle is currently traveling for navigation (S40). If the driver has input a destination, a scheduled traveling route from the current traveling position detected by GPS or the like to the destination is calculated. During the navigation traveling, it is considered that the driver travels on the planned traveling route according to the navigation. Therefore, the following calculations and settings are performed on the assumption that the vehicle travels on the traveling planned route. The geographical information and traffic information of the planned traveling route stored in the map database of the navigation system are sent to the ECU 8. As the geographic information, for example, there is altitude data to the destination, and a predetermined section of the planned traveling route is a flat road from the altitude data,
It is determined by calculation whether it is a downhill road or an uphill road. If the downhill road continues for a long time, much regenerative braking can be expected. On the uphill road, torque assist by a motor is required in addition to engine power, and power consumption of the battery is predicted. The traffic information data includes the number of intersections, the number of lanes, and whether or not it is in a city area.The traffic information data is used to analyze whether the vehicle can be driven without stopping, when it is stopped frequently, when it travels at low speed due to traffic congestion, etc. Power consumption and regenerative braking. Based on the geographical data and the traffic information data, a predicted battery power consumption and a predicted regenerative power amount on the scheduled traveling route are obtained.

Subsequently, the current S detected in step 30 is
ΔGESOC (requested charging speed) is obtained from the OC and the predicted battery power consumption and the predicted regenerative power (S
50). FIG. 4 shows a map of ΔGESOC. The vertical axis is Δ
GESOC, and the horizontal axis shows SOC. A solid line 101 indicates the relationship of ΔGESOC to each SOC in the case of a predetermined normal driving condition. A broken line 102 indicates a calculation result when congestion is predicted, and a broken line 103 indicates a calculation result when regenerative charging is expected to be large. The reason why 101, 102, and 103 have a slope is to take into consideration the margin for the current SOC state. When the SOC is larger than L%, ΔGESOC is 0, that is, charging is unnecessary. Reference numerals 102 and 103 vary depending on the predicted battery power consumption and the predicted regenerative power obtained in step 40. When the predicted regenerative electric energy is small, 102
ΔGE higher than normal even at the same SOC
SOC. Conversely, when a large amount of regenerative charge can be expected, the value becomes 103, and even if the SOC is the same, ΔGESOC becomes lower than in the normal state. And current SOC (A)%
Then, ΔGESOC is set from the map.

In FIG. 4, the charge start SO in the normal state is shown.
Although C is set to L%, it may be set higher at the time of traffic congestion prediction. For example, charging is normally started when the SOC reaches 40%, and SOC5 is set when traffic congestion is predicted.
Start charging at 0%. It should be noted that the area between 102 and 103 may be divided more finely and controlled according to the state.

Even if the driver does not input the destination, for example, in the case of a commuting route used every day, ΔGESOC may be obtained by predicting from the traveling time, the day of the week, the traveling route on the way, and the like. In this case, it is automatically learned whether the commuting route has accumulated the traveling route data for the past several days. Further, the prediction of traffic congestion of a traveling route by VICS or road traffic information guidance may be used as a judgment material for estimating battery power consumption and regenerative power. For example, when traffic congestion is predicted due to construction or the like even on a road that can normally travel at high speed, it is predicted that the vehicle will stop frequently and that the battery power consumption will increase. Also, obviously, there is no opportunity to stop while driving on the highway, and it is predicted that the battery power consumption will decrease.

If it is determined in step 40 that the navigation traveling is not being performed, the process proceeds to step 60 as it is. At this time, since ΔGESOC is not set, ΔGESOC is set based on the current SOC and the normal data 101.
Set the ESOC.

[0024] The ΔGESOC obtained from the map is compared with a normal state (S60). If it is higher than the normal time, it is determined that rapid charging is required, and rapid charging is started at ΔGESOC (S100). If it is less than the normal time, it is further determined whether the pattern is a P (power) pattern (S70).

In this embodiment, a driving mode of a P (power) pattern and a driving mode of an N (normal) pattern are provided as an operation for selecting the power performance of the vehicle. The P pattern is a driving mode in which the driver assists the acceleration when the driver wants to feel the acceleration when the driver steps on the accelerator, and the N pattern is the normal driving mode. Can switch. That is, when the P pattern is selected, it can be considered that the driver requires high exercise performance. Therefore, it is expected that the power consumption of the battery will be larger than in the normal traveling mode. When the P pattern is selected, quick charging is performed (S100). In this case, instead of the low ΔGESOC set in S50, quick charging is performed by setting ΔGESOC high again in anticipation of the battery power consumption.

If the N pattern is selected, it is further determined whether or not the change rate (ΔΘ) of the opening degree of the throttle (accelerator) of the driver frequently exceeds a predetermined value A (S).
80).

By examining the rate of change (ΔΘ) of the opening of the throttle (accelerator), it can be determined whether the driver likes acceleration and requests acceleration frequently. When the accelerator opening is greater than or equal to the predetermined value A, it can be considered that the driver requires acceleration, that is, high exercise performance. Even in the case of the N pattern, the acceleration assist is required in this case. Therefore, in the same manner as in the case of the P pattern, ΔGESOC is quickly set again in anticipation of the power consumption of the battery and rapid charging is performed (S100).

If both judgments are negative, a low ΔGES
The most efficient charging is performed in the OC (S90).

With the above control, the energy generated by the regenerative braking can be efficiently stored in the battery, and the situation in which the battery cannot be charged when the battery is fully charged can be reduced. In addition, on a congested road, since charging is performed at a high speed, it is possible to minimize a situation in which engine stoppage due to a shortage of the battery is stopped, and to improve fuel efficiency.

In the rapid charging, the engine output is increased to rapidly charge the motor generator so that the motor generator can generate power at the speed of ΔGESOC while maintaining the traveling speed.

The highest efficiency charge is determined by the highest efficiency operating point of the engine obtained from the engine torque and the engine speed,
From the highest efficiency operating point of the motor generator obtained from the motor torque and the motor speed, the highest efficiency point with the highest power generation efficiency at the traveling speed is obtained by calculation, and the engine torque and motor torque are calculated from this highest efficiency point, and the engine and motor torque are calculated. The charging is performed while controlling the motor generator. At this time, the torque converter may be controlled together.

Further, the driver may be informed of which of the two charging modes the charging mode is currently using by using a charging mode indicator.

[0033]

As described above, in this embodiment, the power consumption and the regenerative charge of the battery can be predicted by analyzing the road condition or the topographic condition of the preceding traveling route using the navigation system. The charging method can be selectively switched according to the situation and the like, and it is possible to improve energy efficiency and fuel efficiency.

Also, when the driver selects and operates the power performance such as the acceleration mode, or when the accelerator is frequently depressed, quick charging is selected. Therefore, when the power performance is required, the battery is charged. The motor acceleration assist is performed without running short.

[Brief description of the drawings]

FIG. 1 is a block diagram of a configuration of a control device according to an embodiment of the present invention.

FIG. 2 is a block diagram illustrating a configuration of a driving device according to an embodiment of the present invention in principle.

FIG. 3 is a processing flowchart in the embodiment of the present invention.

FIG. 4 is a charging speed map obtained in the embodiment of the present invention.

[Explanation of symbols]

1 engine, 2 motor generator, 3 torque converter, 4 automatic transmission, 5 inverter, 6 battery, 7 controller, 8 ECU, 9 navigation system.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60L 11/14 F02D 29/06 D F02D 29/06 B60K 9/00 Z F term (Reference) 3G093 AA05 AA07 AA16 AB00 AB01 DA06 DB00 EB09 FA10 FA11 5H115 PA12 PG04 PI16 PI24 PI29 PO02 PO06 PO09 PO11 PO17 PU08 PU23 PU25 PV09 QI04 QN03 SE04 SE05 SE06 SE08 SL01 SL05 TB01 TE03 TI02 TO21 TO22

Claims (3)

[Claims] 1. A charge control device for a hybrid vehicle, comprising: an engine; and a motor generator connected to the engine, wherein the engine drives the motor generator to generate power and charge a battery. Information receiving means for receiving information; andanalyzing means for analyzing information on the planned traveling road and predicting power consumed by the battery and regenerative power to the battery, according to the predicted power consumption and the regenerative power of the battery. A charging control device for a hybrid vehicle, wherein the charging method is changed by a charging method. 2. A charge control device for a hybrid vehicle having an engine and a motor generator connected to the engine, wherein the engine drives the motor generator to generate power and charge a battery, and enhances power performance. Therefore, the vehicle is provided with at least one of an assist means for providing torque assist by a motor, and a selection operation means capable of selectively operating a power performance by an occupant or a detection means for detecting a demand for the power performance of the occupant based on an accelerator operation. A charging control device for a hybrid vehicle, wherein the charging method is changed by changing the charging method. 3. The vehicle according to claim 1, further comprising: a rapid charging means for controlling the engine and generating electric power by the motor generator; and an efficient charging means for efficiently charging the electric motor by controlling the engine and the motor generator. A charge control device for a hybrid vehicle according to any one of the preceding claims.